By Robbin Laird

The Marines are re-focusing their efforts from the Middle East land wars to shaping their way ahead to build a purpose-built force to facilitate sea denial and assured access in support of fleet and joint operations against potential adversaries.

One way they are doing this is working with the U.S. Navy in new ways to operate together.

Because the U.S. Navy is itself undergoing fundamental change as they return to a clear priority on blue water operations and littoral engagements, this means that the Marines are changing with a sense of urgency while the Navy is itself.

It is really an interactive engagement exploring ways to shape more effective crisis management and combat capabilities to deal with strategic competition.

During my visit to 2^nd Marine Air Wing in July 2021, I had a chance to discuss the evolving approach with the G-3 or operations team at 2^nd MAW.

I met with Col. Eilertson, the head of G-3, Maj. Barnes, the G-3 Future Operations Officer which involves the planning and engagement in exercises, and Col. (Ret.) Michael Watkins, the newly appointed senior civilian advisor in G-3.

We focused most of our discussion on the upcoming Naval exercise to be held in August. 

This exercise will focus on a variety of operational vignettes testing out a variety of ways the Navy and the Marines can work together in enhance joint maritime littoral warfare capabilities.

Maritime power is an essential element of the National Defense Strategy, in light of increasingly capable maritime adversaries it is absolutely critical to the success of our nation.

During the past two years, I have asked a number of Naval officers what they considered to be contributions which the Marines might make to the maritime fight and one of the most often capabilities highlighted was the possibility of deploying sensors as part of an inside force to facilitate sea denial and sea control in support of fleet operations and the joint force.

And this is going to be done in the August exercise.

They referred to the Marine Corps side of this as training to deliver maritime capabilities “far from the sea.”

A case in point is bringing the major sensor deployed by the Marines and setting up a sensor expeditionary base.

There they will be strategically postured to provide counter-air situational awareness for the Navy and operate from an expeditionary base within an enemy’s Weapon Engagement Zone.

Another example is refueling Navy aircraft from Forward Aerial Refueling Points or FARPS or expeditionary refueling points.

But here they are testing the ability of Marine Corps AAVs to do refueling of rotorcraft for the Navy.

A third example is training with P-8s.

One clear trajectory of change I have seen over the past two years is the Navy realizing that the capabilities onboard the P-8 in terms of sensors can be used more broadly for the joint force.

In terms of works with the Marines, this means working ways for what have been different data management and communication systems to be worked to become more integrated.

In the exercise, the Marines will work with P-8s in a variety of ways, including FARP refueling that will optimize sustainment of land operations ashore.

This is about Marine-Navy cross training which has not been done with regard to the P-8.

As one participant put it: “It’s a data sharing experiment.

“The Marines deploy in the littorals with our unique capabilities.

“And they integrate with the fleet in order to provide data which the fleet might not otherwise have access to.

“By so doing, we can paint a more accurate picture for the commander and joint force, so better targeting decisions can be made.”

As one participant noted: “We will have 2 TACRON representatives onboard on a ship and two deployed to the expeditionary base.”

As one participant noted: “The biggest thing with that exercise and that experimentation and training is working the targeting process.

“How do you speed up the process of target identification using machine aided decision making tools.”

In short, as the Marines undergo modernization in preparation for strategic competition, a key part of the effort is working more effective integration with the Navy and leveraging innovation being generated within the joint force.

By Robbin Laird

The Marines are undergoing a change with a sense of urgency associated with the strategic shift from the Middle East land wars to being effective in strategic competition. The Marine Corps exists to provide a globally deployable Naval Expeditionary Force in readiness, this means preparing for initial engagements in contested areas of operation and working within the Joint Force and our alliances to support the high-end fight if called upon to do so.

This is a strategic shift, but in many ways, it is a strategic shock moving away from the combat conditions and training associated with the Middle East to a wider variety of mission engagements in the Pacific and North Atlantic areas of operation. One noticeable constant is II MEF never stopped training to fight in any clime and place, to include spending more time training in the Nordic region with the Nordic allies.

But the blunt fact is that this generation of Marines have been engaged in the Middle East in counter-terror and related operations, not focused largely on operations in the littoral against strategic competitors. And to be clear, this requires crisis management skill sets specific to a wide diversity of situations which are likely to occur dealing with competitors in any region.

There have been new phrases coined suggesting how the Russians or Chinese operate in the new strategic environment such as hybrid war and operations in the gray zone. Clearly, the reset of the USMC involves being able to dominate in those situations as well as enabling the Joint Force and our allies to ramp up escalation capabilities as required.

During my July 2020 visit to 2^nd MAW, I discussed this shift and its challenges with Marines, and with the CG of 2^nd MAW, Maj. Gen. Cederholm. When I met with him last December, he highlighted the importance of increasing readiness for the force, and we started the July meeting by focusing on the Wing’s success in readiness over the past few years.

According to Cederholm, “We are in the process of approaching readiness levels that have not been seen in decades. On some days, our readiness rate has approached 73% of all our assets being flown. Marines at all levels have contributed to this success, one which is critical to enable us to meet our mission of being able to fight today.”

He then indicated that this was one of four key priorities being pursued by the Wing going forward. “Our first priority is to continue increasing our readiness rates by adding more combat depth through our formations. The second is to drive more lethality into our training and readiness (T&R) manuals. The third one is a combination of force preservation and force development, ensuring that we are training Marines, protecting Marines, and understanding risk, both organizational and institutional risk. The fourth is alignment to the future, or alignment to the 2030 force design effort.”

2nd MAW is clearly focused on the training piece as a key part of the way ahead. Major General Cederholm highlighted the need to train to fight today but to find ways in reshaping training and the T&R manuals to better position the Wing for the future fight.  What he argued is that even though the Marine Corps continues to clearly have capabilities to engage with peer competitors, the T&R manuals over the years of engagement in the Middle East appropriately focused largely on the operations in support of CENTCOM.

This clearly needs to change going forward. The Wing leadership is focused on finding ways to do this more effectively going into the future. “What types of missions do we need to do for the evolving peer fight? How can we write T&R manuals that train to those missions, and not just what we have done over the past twenty years?”

He argued that there is a clear need to shape an understanding of predictive readiness to be able to do the evolving missions which are required for the peer fight, something the Commandant of the Marine Corps and Chief of Staff of the Air Force have written about. “If we take our target as 2030, and we plan back from that, we can better inform our force design and development efforts.”

“2D MAW currently has planners in the EUCOM AOR who are looking to smooth out any inhibitors or barriers that would hinder our ability to operate in and around the European continent, but they’re also eyeballing the future to fall in alignment with our priorities, which is alignment to force design in the future.”

“How do we plug into the 2030 operating concept, what tools do they need, and what missions do they need to train to?   How do they integrate more effectively with the Joint Force and our alliances? How do they integrate into the kill web? We are working on that roadmap right now, and it will require a significant shift in how we educate and train our formations.”

“We are retooling for the future fight. At the same time, we’re prepared to answer the phone, time now, takeoff, and beat any and all potential adversaries out there.”

Although F-35s are in 2^nd MAW, they are there as part of the training effort. 2^nd MAW will be receiving its F-35s over the next five years, and will see the CH-53K as the latest USMC aircraft come to 2^nd MAW prior to the rest of the USMC. Given that the VMX-1 detachment working the operational testing is actually at New River this makes a great deal of sense.

But given the approach which Maj. Gen. Cederholm outlined, he clearly thinks the Marines need to look at their new platforms in a specific way. That way was highlighted in a quote he cited from an individual he described as an “incredible defense leader” who asked him several years ago: “Why do we stuff the F-35 into our current operating concepts? Why don’t we take our current operating concepts and revise them based on the capabilities which the F-35 brings?”

Ed Timperlake and I would certainly agree with this point as we have been arguing such a point for more than a decade. I would quickly add, that the ability of an 8-ship F-35 wolfpack to fight as one, is not appreciated for the impact it could have if multi-domain warfare con-ops change.

But the Wing is receiving a new aircraft soon into the operational force, namely, the CH-53K and the CG had recently flown on the aircraft. He underscored: “I was amazed at the automation that’s built into the aircraft. To be honest with you, I can’t stop thinking about what the different possibilities are of how we can make this platform support our operating concept on the battlefield of today; but not just today, but on the battlefield of the future.”

And that is the real advantage of the reset which Maj. Gen. Cederholm is highlighting and working with his team at 2^nd MAW: focusing on evolving missions, leveraging new capabilities to expand their capabilities to execute those missions, and to build out the Marines so they continue to be able to be a highly-effective and lethal contributor to the defense wherever and whenever our Nation may need.

By Robbin Laird

In recent visits to both II MEF and 2^nd Marine Air Wing (2^nd MAW), it is clear that the coming of the CH-53K to the North Carolina-based Marines is crucial. As the Marines work enhanced naval integration and expanded force mobility in dealing with the evolving strategic environment, the capabilities which the CH-53K brings to the force is not a nice to have but a critical capability. And the new digital aircraft provides a solid foundation for evolution not only of the platform but for changes in concepts of operations as well.

Both the CG of II MEF, and the CG of 2nd MAW indicated in interviews I did with them this year, that the coming of the CH-53K is especially important for their force generation capabilities to deal with the evolving threats in the Euro-Med region.  As I noted in the April interview with Lieutenant General Brian D. Beaudreault: “Although IIMEF is not the epicenter for receiving new Marine Corps kit, with the exception of the CH-53K (it does not have F-35Bs as part of its organic fighting force, e.g.), it must find was to innovate with the kit it has and to find new ways to work with an evolving US Navy to sort through how to deliver combat effects from ashore and at sea in support of the maritime fight.”

During my July 2021 visit to 2nd MAW, I had a chance to visit the VMX-1 CH-53K detachment at New River Marine Corps Air Station and to continue my discussions with LtCol Frank, Officer in Charge of the CH-53K Operational Test Detachment at New River. During my December 2020 visit to New River, I had a chance to work the new CH-53K simulator and to discuss the way ahead with the new aircraft with LtCol Frank.

As he put it during the December 2020 visit: “It is crucial to have a CH-53 fleet that works effectively as it is a unique capability in the USMC crucial for our way ahead operationally. It is the only aircraft we have that can move an expeditionary brigade off of our amphibious ships.”

During the July 2021 visit, Lt. Col. Frank provided an update on progress through the testing process but we took the opportunity to discuss as well the wider impacts which the CH-53K has on training and on operations as the USMC works its evolving approach to crisis management as part of the high-end fight.

Since my visit in December, Lt. Col. Frank indicated that they had received new aircraft and had begun and then ramped up the flying hours. With their flight certification, they have now flown around 235 flight hours on the aircraft. They have certified five aircraft commanders, five co-pilots, 10 crew chiefs and more than a required number of maintainers with the appropriate level of qualifications for the next phase of training. That next phase will occur in August at 29 Palms.

They have completed their initial operational training but are waiting for certification to begin initial operational test and evaluation.  In the meantime, they have engaged in a number of “rehearsal test and evaluation” sessions with Marines at 2^nd MAW and Camp Lejeune to prepare for the August training efforts at 29 Palms.

The digital aircraft has many advantages and one can be seen on the training dimension. As with the F-35, pilots can train to core proficiencies more rapidly, which leaves room for expanding training options for the evolving mission sets which the Marines are clearly focusing on for full spectrum crisis management.

With regard to conversion training, they have discovered at VMX-1, that hours and flight events could be reduced for the pilots. As LtCol Frank put it: “the initial conversion syllabus from the CH-53E to the CH-53K was tailored based on our best guess of what events and flight hours would be required for the conversion aircrew.  Following our initial foray into our own flight and simulator training and through our evaluations of the current syllabus we realized we could reduce those numbers by around 25%.

“Currently, we are focusing heavily on the co-pilot series-conversion syllabus which began as 17 total flight events for 26 flight hours. After our pilots completed this period of instruction, surveys taken at the end indicated that we could pare those numbers down by 7 events and10 less flight hours. My hope is that this 25% savings will result in a typical Marine Heavy Helicopter Squadron saving 6 months over the duration of their transition.

“So now, if we can can capitalize on the flight hours savings and pair that with an enhanced focus on the higher-level syllabus, we could expand training for those missions to meet high end events that the Marine Corps has decided is important in the evolving context.”

We then discussed what he saw as the clear advantages of the K over the Echo for the USMC. As he put it: “There is nothing sexy about assault support. Horsepower’s our weapons system, and reliability is the key to providing the horsepower for the heavy lift needed for assault support.”

Reliability is crucial; and the K is focused on enhancing reliability over the legacy aircraft. As he put it: If the grunts want a lift, and they need six to eight helicopters, it would take a whole MAG effort of 53 ECHO to put the package in the air for a battalion. With more reliability, we would not need a whole MAG to do this.

“We’re hoping that’s where the K is going to help, with its digital systems, engine, rotor, and drivetrain system reliability. The Full Authority Digital Electronic Control (FADEC) provides enhanced control, health monitoring, maximum power and efficiency as often as possible. They also provide what we call automatic power assurance checks and integrated power assurance checks. So we know exactly how engines are performing all the time. And it’s providing real-time data.

“Automatic means the FADEC is just pulling numbers all the time. It’s a behind the scenes process. It’s just going all the time and it gets downloaded onto our maintenance data card, which then the maintainers will plug into their ground module, their ground computer, and they can see the engine health.

“Also, we can initiate power assurance checks as pilot, and the pilot can then bring up the summary of those and I can see, okay, power is doing good. Based on the spec engine performance, I’m actually plus 38 from the spec engine. So I’ve got more power than even the spec engine should have. The engine power available and limitations will be reflected on the primary flight display so we can be aware of that in the plane.

“Such accuracy and certainty is critical when you do a high altitude and a high ambient air temperature lift. That’s when the K would be power limited. Knowing exactly how much power the engines are putting out, if I’m called to extract a platoon of Marines from a mountain top that’s very high and it’s very hot, and I have a lot of fuel on board, so I might be power critical, I can do a power assurance check and know that I’ll be able to do it. Unlike the Echo, the K will give you a visual readout of your power status in real time while you are executing the lift.”

LtCol Frank then addressed the reliability piece which the Integrated Vehicle Health Monitoring System (IVHMS)delivers.

“Our main gearbox pressure sensor will say it’s starting to fail or it’s getting a false reading. It’s still performing, but it’s getting a false reading. And what our maintenance Marines will do is they’ll interpret that maintenance data when we give them the data card and they’ll say, “Okay, your main gearbox pressure sensor reported itself. Your intermediate gearbox reported itself for vibrations. That means there’s a bearing failing in it.”

“As opposed to the ECHO where we would fly, and we would see chip light, caution light, oil pressure failures in the gearbox. That means the gearbox literally seizes or fails itself. That’s when we know it’s failed. In the K we’ll get proceeding indications of that. Ideally, it leads to parts being removed before they fail. That should lead to increased maintenance readiness.”

“Things fail a lot in the legacy aircraft. As a flight crew, you build an anecdotal seat of the pants data base.I have had dozens of hydraulic system failures, multiple engine failures, oil system failure, , electrical components failing, attitude gyros failing at night and in IMC.

“All those things create the seat of the pants sense that you need a lot of hours to accumulate, those failures help you get the experience you need.”

One benefit of these machine-aided pilot systems in the K clearly is that the less experienced pilots can approach capability levels of more experienced pilots.  This will enable the man-machine system to deliver more safety for flights, and enhanced combat capability for the Marines as well. Assuming you’re an experienced pilot, you have combat experience from which you could make judgments. But if I’m a less experienced pilot, now I have actually some machine aids that can help me.

Given that Marines are onboard one is talking about a lot of lives. And when the USMC Commandant and the Sergeant Major of the Marine Corps visited VMX-1 at New River in March, this was a key point which LtCol Frank underscored. Pilot vertigo can be a Marine killer and has been in past accidents. With the ability to push a button and let the aircraft fly itself, this should not happen in the future.

The advantages of a digital aircraft are very clear. But this means as well that cyber threats need to be dealt with on an ongoing basis, and clearly, the CH-53K program is not only aware of this but working it. Regular upgrading of software on the aircraft is part of the solution as well as cyber defensive capabilities as well. Both are being pursued with regard to the aircraft and its support systems.

What does LtCol Frank conclude with regard to the aircraft coming to the Marine Corps?

“With the 53-K I would fly it 1,000 times over with my hair on fire before I would set foot in an ECHO again. Don’t get me wrong, I love the old iron, still wear a 53D patch. I cherish my time in  that plane. It’s my first love.  It’s like an old Jeep, simple and reliable but unrefined, the ECHO is similar.  However, most of the time I would prefer to drive the Denali, that is the KILO.  Its operational capabilities are much enhanced over those legacy aircraft simply by the awareness and aides it can provide to the flight crew, our crew chiefs and maintainers feel the same.”

Being a generational shift, the new digital aircraft is in LtCol Frank’s words “a blank slate.”

“You have an aircraft that can carry significant supplies or Marines inside and can carry 36,000 pounds externally. They can carry a lot of stuff. It has automated flight control systems that allows you to land in the degraded visual environments that you would not dare land an ECHO or a DELTA in. It can fly long distance without the air crew being fatigued. If you’re aerial refueling and flying 1,000 miles in the E, the air crew would be wet noodles getting out after the flight. In the K you can relax a little, take a breath, allow the aircraft to help you fly and thus reduce aircrew fatigue significantly.

“I think when the necessity for conflict rears its head the K will be able to respond, and using human ingenuity, the operators will be able to find a way to support any mission that the Marine Corps needs it to do. The K is so versatile that I don’t see people being pigeonholed into not being able to do something with a K. I think they’ll be able to answer the call 99.9% of the time;”

“It’ll be able to pick it up. It’ll be able to transport it, fly it any distance and land it anywhere. And you’re not going to be afraid to do it.  In the ECHO, if it was low light at night, the visibility was bad, you didn’t have a moving map, and you were headed to a dusty and tight zone the pucker factor would be through the roof.  The altitude hold was suspect, it didn’t have lateral navigation and flight director capability, your attitude gyros would fail often. So you get this hair on the back of your neck stands up that, I don’t want to be flying in this environment. The aircraft’s not going to help me, and I can’t help myself because I don’t have my sensory cues.”

“But in the K, you know the aircraft’s going to help you. We’ve sat in brown out dust, just sitting there hovering and talking to each other with position hold on. And we’ve been debriefing the landing, and the aircraft’s just holding a hover perfectly.

“So that’s what I like about the K is that I think it will be able to answer the call for the mission most anytime the Marine Corps needs it, whether we know what the mission is going to be, or not.”

The featured photo and the photo of the author with Lt. Col. Franks are credited to 1stLt Mogollan, who provided first rate public affairs support during my visit.

Interview with Lt. Col. Luke Frank, the officer in charge of the CH-53K detachment of Marine Test and Evaluation Squadron 1 (VMX-1), at Marine Corps Air Station New River, North Carolina, Jan. 15, 2021. Video by Lance Cpl. Chelsi Woodman 2nd Marine Aircraft Wing

See also the following:

An Update on the CH-53K from VMX-1: The Perspective of Lt. Col. Frank

Flying the CH-53K: Visiting Marine Corps Air Station New River

What if it was called the CH-55? Transformation in the Vertical Heavy Lift Fleet